forney



5 Sheets-Sheet 2.

(No Model.)

M.N.F0RNEY.

LOCOMOTIVE ENGINE.

Patented 0015.31, 1882.

IN VBN TOR WITNESSES:

ATTORNEYS N. PETERS, Phawulhegqpner, wnshmgwn. u. C.

(N0 Model.) 5 Sheets-Sheet 3.

M. N. FORNEY. LOGOMOTIVE ENGINE.

No. 266,685. Patented Oct. 31, 1882.

WITNESSES: IN VENTOR MW? A N. PETERS. Vhnwumgnplwr. wnhinglen. D. C.

5 Sheets-Sheet 4.

M. N. FORNEY.

LOUOMUTLVB ENGINE.

(No Model.)

Patented Oct. 31, 1882.

WITNBSSES I WW @y M TORNBYS.

5 Sheets-Sheet 5.

Y@ Em ME OE Fw .w NM .v0 Mw L m. d 0 M o m d Oct. 31, 1882.v

NVELS? 766W@ WITNESSES: v

TORNEYS UNTTEE STATES PATENT @Errea MATTHIAS N. FORNEY, OF NEW YORK, N. Y.

LocoMoTlvE-ENGINE.

SPECIFICATION forming part of Letters Patent No. 266,685, dated October 31, 1832.

Application tiled August 26, 1382.

To all vwhom 'it may concern 15e it known that I, MATTHIAS N. FoRNEY, of the city, county, and State of New York, have invented certain new and useful Improvements in Locoinotve-Engines, of which improvements the following is a specification.

The objects of my invention are to attain in a locomotive-engine the advantages which result upon carrying part of the weight of the engine upon one or more trucks, and the use ot a flexible wheel-base, together with the capacity of increasing theadhesion of lthe engine, as may from time to time be rendered necessary or desirable by the character of its duty, by placing upon thedriving-whcels weight additional to that borne by them in ordinary service; also,to reduce to a minimum the distance between the centers of the driving-axles, and consequently the length of the coupling-rods, and to apply in an engine having such reduced driving-wheel base a tire-box as wide as or wider than the distance between the wheels, also, to enable two locomotive-engines to be operated in conjunction with a single tender with greater facility and advantage than have heretofore been practicable, said results being made attainable without necessitating' the employment ol' any wheels additional to those which are at present ordinarily used in locomotives and tenders. l f

To these ends my invention consists in certain novel devices and combinations whereby a portion of the weight of the engine is supported adjustably upon the adjacent truck of the tender, so as to be capable ot' being transferred in greater or less degree, as required, to or from said truck, and caused to bear correspondingly upon the driving-axles, also, in a novel combination of main frames, spring arrangement, and supplemental frames with atirebox as wide as or wider than the distance between the wheels; also, in the combination of a. locomotive-engine, a tender, and connecting draw-gear, adapted to effect the application of the traetive resistance ofthe train tothe engine in such manner as will tend to cause the movement of the latter to constantly conform., as nearly as may be, with the varying curvature of the road. The improvements claimed are hereinafter fully set forth.

(No model.)

Under the plan of locomotive-engine construction which is known as the standard or Ameriean7 pattern, and which has heretofore been in use to a larger extent than any other iu the United States, the forward end of the engine is supported on a truck or bogie and the rear end on two or more pairs of driving-wheels, one pair being usually placed behind or beneath the tire-box. \Vhere two pairs of driving-wheels only are employed one pair must. of necessity be located at or adjacent to the rear end of the tire-box, in order to avoid an undue preponderance of overhanging weight, and if the remaining pair or pairs of drivingwheels be placed close to the first only a eomparatively small and insufticient proportion of the total weight of the `engine will be carried by the'driving-wheels, and as a result the en! gine will be deficient in adhesion and an eX- eess of weight will be carried by the forward truck. 1f, on the other hand, the front pair ot' driving-wheels is placed farther forward, so that they will carry a larger proportion of the weight, the objection obtains that the couplingrods will be unduly long and the connectingrods correspondingly short.

ln the practice of my invention I locate all the drivingaxles in front of the tire-box, and sustain the weight due to the overhang of the latter by supporting the rear end of the engine upon the front truck of the tender. The driving-axles can therefore be located as closely together as is admitted by the diameter of the wheels, and being, when so placed, adjacent to the longitudinal ccnterof the engine, they naturally bear all the weight thereof, except that sustained in frontand rear by the leading truck of the engine and the front truck of the tender, respectively. Consequently, itl either of said supports be removed or relieved, the sustained weight thereby taken from it will be transferred to the driving-axles, and I enable such transferof thefrontor rearoverhanging weight to be made in wholeor in part, as may become,

desirable under varying conditions of duty, by providing mechanism consisting ot' steam or air cylinders and pistons and proper connections, whereby the weight of the engine which is sustained by the front tender-truck, or a portion thereof, may be removed or relaxed there- IOO from and transferred to the drivin g-wheels, the adhesion of which may be thus increased or diminished from time to time, as required. The same or analogous mechanism may b`e applied to the front truck of the engine, so as to increase or diminish the weight carried thereon, or such mechanism may be applied to the driving-axles, so as to vary the weight carried by either or both the trucks. In order that the springs of the front tender-truck may not at times be unduly loaded, or at other times carry insufficient weight, l provide two separate sets of springs upon said truck, the one set to carry that portion of the weight of the tender which rests upon said truck, and the other or supplemental set to carry that portion of the weight of the engine which is at times supported by the tender-truck. The steam or air cylinders for varying the weight of the locomotive on the truck are connected with the supplemental set of springs, and act to cornpress or release them by the pressure of steam or air inthe cylinders. It is designed that the tension of the supplemental springs shall ordinarily support that part of the weight of the locomotive which rests upon the front tendertruck; but when upon occasion it becomes dcsirable to increase the weight upon the driving-wheels the supplemental springs'are compressed by the steam or air pistons, thus relieving said springs of part or all of the weight which they would otherwise carry, and to that extent increasing the weight on the drivingwheels.v

Again, in locomotives of the class refeired to, as heretofore constructed, the fire-box must either be unduly contracted in dimensions or enlarged to the required extent at the expense of attendant disadvantages. Experience has demonstrated the location ,of the frames and driving-axle journals upon the inside of the driving-wheels to be the most advantageous one, and such is the arrangement universally adopted in the United States. Under these circumstances the irebox must either be placed between or on top of the frames, both of which plans are open to objection. In the irst ease the width ot' the tire-box in large boilers is of necessity considerably less than the diameter of the boiler, the result of which is that lthe circulation of the water on the sides of' the fire-box is impeded and the general efficiency of the boiler and engine correspondingly diminished, the evil being aggravated on railroads of gages narrower than the standard. rlhe second case involves a boiler unduly high or a lire-box correspondingly shallow, the objections to each of whichv conditions are obvious. ln someinstances the frames at the rear end ot' the engine have been placed at a greater distance apart than the main frames in which the driving-axles are carried, in order to admit of increasing the width of a fire-box located between said rear frames without raising the boiler or reducing the depth ofthe tirebox, the increased spread ofthe frames at the rear end being obtained by bending the main frames outward in rear of the liindmost driving-wheels or by the insertion of a cross-piece to which the front ends ofthe rear frames and the rear ends of the main frames are connected. The objection to this construction is that by reason of the interposition of the cross-piece or the lateral extensions of the main frames between the rear driving-wheels and lire-boxthe distance from the front of the fire-box to the center of the rear driving-axle cannot be less than substantially the same as half the diameter of the wheels, so that for a given length of engine the space available for length ofiire-box is reduced by that amount. Such limitation is, as will hereinafter appear, avoided by my invention.

In the accompanying drawings, Figure l is a diagrammatic side View, in elevation, of a locomotive-engine embodying my invention; Fig. 2, a plan or top view of the same with the waist ofthe boiler removed and the fire-box in section; Fig. 3, a vertical longitudinal section through the front tender-truck at the line a' ao of Fig. 4; Fig. 4, a vertical transverse section through the same at the line y jl/ of Fig. 3; Fig. 5, a side view in elevation of the driving-spring arrangement; Fig. V(i, a vertical longitudinal central section through the draw'- `bar and its connections; Fig. 7, a plan or top View of the same in the position occupied when the engine and tender are passing around a curve of comparatively short radius; Figs. S, 9, and l0, side elevation diagrams, illustrating the application ot' my invention to engines having two, three, and four pairs of drivingwheels, respectively; and Figs. 11 and l2, diagrams in side elevation and in plan, respectively, showing two locomotive engines arranged in accordance with my invention to operate in connection with a single tender.

The main frames A A of the engine are placed, as in the ordinary construction, inside the driving-wheels W NV', and are provided with proper jaws or pedestals to receive the journal-boxes of the driving-axles D D', which are located between the fire-box F and smokebox S. Instead of being carried backward in a direct line to t-he rear end ofthe engine, as in the general practice heretofore, the main frames A A terminate at the front of the lirebox, and the cab C, foot-board B, and overhanging weight of the lire-box F are carried by a pair of supplemental frames, D2, placed upon the outside of the driving-wheels. Said supplemental frames extend backward for a sufficient distance to admit of the use of a foot-board of proper dimensions and of being supported, as hereinafter described, by the front truck, E, of thetender, and are rigidly secured at their forward ends to the main frames A A by one or more cross or connecting pieces, G, located in front of the drivingaxle D nearest to the fire-box. The supplemental frames D2 may, ifdesired, be extended sufficiently far forward to be attached to the IOO IIO

cylinder -castings d, and may also be connected at their front ends to the main frames by diagonal braces DG or otherwise.

The employment of outside supplemental frames, located and connected as described, enables the l'ront of the tire-box to be brought closely up to the rear driving-axle and to the tires of the wheels thereof, so as to render available all the space behind said axe and between the tires not required for clearance, and permits the lire-box to be widened out behind thc rear driving-wheels, so as to occupy the full width ot the space between the outside or supplemental frames, as shown in Fig.

'2, thus admitting of the use ot' a tire-box of milch larger dimensions than is practicable under the ordinary construction, while retaining the advantage ot' locating the main trames and driving-axle journals inside the wheels. Vhere, as heretofore constructed, the main frames are extended to the rear end ot' the engine along the sides ot' the lire-box, it becomesnecessary, in order to obtain the greatest available width for the. latter, to keep the frames as t'ar apart as the distance between the wheels will permit, and there ensues a consequent limitation ot' the length ot' the driving-axlejournals, as, it the latter be made otI such length as is desirable, the frames must be placed on one side of or out ot' the center of thejourn:il-bearings. Bymyimprovements the main frames may be placed as close together as desired, and therefore the drivingaxlejournals can be lengthened to any extent not exceeding halt the distance between the hubs otf the wheels without any attendant disadvantage.

The employment otl a tire-box occupying all the space between the rear driving-wheels and behind the rear driving-axle is not, however, admissible willi a system ot' driving-springs and their accessories as usually heietol'ore arranged, for the reason that in such case sul'- ticientrooin would not be afforded for the rear pair ot' springs and their hangers t0 be located above the axle. Where thc springs are placed below the axle they are inconvenient ot' access, liable to be displaced in the event ot' derailment ot' the engine, and require to be taken do'wn to admit ot' the removal ot' the boxes and axles, for which reason preference has been given almost universally in American practice to the location ot' the springs above the axles. I render the same practicable, in connection with a lire-box ot' the form and location last above referred to, by the construction shown in Fig. l, and on a larger scale in Fig. 5.

Referring to said Iigures, the springs t' ot` the forward pair ot' drivingavheels are placed in the usual position above the driving-boxes thereof, so that the main frames A may be suspended from the iront hangers, 1",ot' the springs i' at a point as far forward as is de sirable, and undue preponderance ot' weight beyond the point of support be avoided. An

equalizing-lever, X, is suspended at its front end by a link, t, i'rom the rear end ot' each forward spring, i', and is connected at its rear end to a stirrup, u, supported by the journal-box ot' the rear driving-axle, I). The rear drivingsprings, U, are so placed as to bear upon the equalizing-levers X at a distance ot' about onethird-their length from their rear ends, and the ends ot' the springs U are supported by hangers i/ z, the forward hangers, y, being connected to the fram as A in the usual malincr, and the rear hangers, z, which pass downward closely adjacent to the rear ends ot' the lnain l'raines, being coupled to bell-crank levers T, the purpose ot which will be presently described.

The hangers may be inclined so as to impart greater longitudinal stability to the springs, it desired, and the lower ends of the rear hangers,e,'inay be connected directly to the t'rames in cases where the turther improvements relative to the variation ot' adhesive weight which are hereinafter set t'orth are not embodied.

It will be apparent that the adoption of the foregoing construction necessarily involves considerable overhanging weight at the rear end ot' the engine, and to promote stcadiness and sat'ety in ruuningproper means t'or the support of such overhanging weight should be provided. This end may be attained by placing a pair ot' trailing wheels or a trailing truck behind or beneath the tire-box, but the expense ot' the construction and maintenance ot' one or more additional pairs ot' wheels, boxes, and accessories is objectionable. Further, there are frequent occasions, as in starting` a train or running up a heavygrade, when it becomes desirable to transfer the whole or a portion ot' the overhanging weight to the driving-wheels in order to increase their adhesion. v\Vhere this weight is carried on one or more, pairs ol' wheels whose special duty it is to support it, il" it bc removed in whole or a considerable part, sul'tcient weight may not be left upon said wheels to keep them upon the track. 1n lieu, therefore,ot'supportingthercaroverhangingweight of the engine by trailing wheels, l utilize the t'orward truck ot' the tender for that purpose and provide means t'or the transt'er ot' said weight from said truck to the drivingwheels, and vice versa, which will now be described.

let'erring to Figs. 1 to Ll, inclusive, it will be, secu that the tender-trames l are extended sulliciently far in advance ot' the t'ront ol' the tank l to provide a bearing for the front tender-truck, E, forward ot" the rear ends ot' the supplemental engine-trames D2, and beneath the rearward projection ot' the loot-board 13, so that both the supplemental enginceirame and the tender-trame may rest upon said truck, which will always carry a determined portion ot' the weight ot' the tender sutlicient to insure its keeping the track, while, as will presently appear,it is likewise caused to support a variar ble additional weight-to-wit, the whole or a portion of the rear overhanging weight otl the IOO engine. The tender-framesI are connected by the king-bolt K to the bolster Lof the truck E, and thebolsterLis supported onspringsM, resting on a spring-plank, N, which is suspended by swing-hangers from the truck-frame,`in the ordinary manner. The rear overhanging weight of the engine is supported by springs s, which are connected at their rear ends, by

4 links P, to theI supplemental frames D2 of the engine, and at their forward ends by links P', to bell-crank levers Q, pivoted at their centers to lugs or bearings attached tothe tirebox or supplemental frames and coupled by rods lt to the bell-crank levers T, Figs. 1 and 5, to which, as before stated, the hangers z ot' the reardriving-springs, U, are connected. By such connection the weight carried by the springs s and U, respectively, is eqnalized when disturbed by inequalities in the track.

The springs s bear at their centers on stirrups.

i, supported on the spring-plank N, which has the capacityv ot' lateral motion within the range permitted by the swing-hangers 0, and the truck-bolster L can also roll in the bearings ot' the springs M. The rear end ot' the engineand thefront end of the tender are therefore adapted to move laterally on the truck, either simultaneously or independentlyone of the other.

A steam or compressed-air cylinder, J, is secured upon-the foot-board B ot' the engine, and the rodyl of its piston J is coupled by linksl to the forward end ot' a lever, G', which is pivoted at its rear end to the supplemental frame D2 ot' the engine., and coupled intermediately by a link, It, to the center of one of the springs s. By the admission of steam or compressed air to the cylinders J, below the pistons J', the tension on the springs s will be relieved proportionately to the pressure applied. The pressure of the rear overhanging weight ol" the exigirle is thereby correspondingly relieved from the bolster ot the tender-truck E, and the weight thus removed from said truck is consequently transferred in corresponding degree to the driving-wheels of the engine. In case the effect ot' the applied pressure exceeds the weight of the rear end ofl the engine resting on the tender-truck a portion ot' the weight of the tender may be thereby transferred to the dri\f'ing-wheels. y Inasmuch as the application of' a greater or less proportion of additional weight may be desirable under varying conditions of duty, provision is made to that end by the use of a differential piston, lo which steam or compressed air may be admitted upon either oneor both sides. The piston-rod j is made of such diameter that its transverse area will be about one-half that of the piston J. lt therefore follows that if the operating-Huid be admitted upon both sides of the piston thepressure thereon will be that due to the area ot' the rod, while it' pressure be exerted upon the lower side of the piston only its effect will be that due to the entire area of the piston. This constructiomin connection with proper valves or cocks, provides a ready andconvenient means of regulating thedeg'ree of applied weight.

The engine and tender are shown in Fig. 2 as in the positions theywould occupy upon a. curved track, the dotted line l 2 3 indicating thecenter line ot the engine and the dotted line 4 5 that of the tender, the center line of the track intersecting that of the engine at the centers of the driving-axles and falling outside of it at the rear end of the engine, and the center line of the tender being inclined to that otl the engine. Under such conditions it will be seen that the resistance of the train, which is exerted upon the engine in the direction of the center line of the tender, tends to draw the rear end ofthe engine toward the inside ofthe curve and to force the front end against the outer rails, thereby incurring liability of the engine to leave the track. To prevent the exertion ot' such action, the draw-bar K is reversed in direction relatively to those heretofore used-that is to say, its frontend is couple-d to the front end of' the tender-trame and its rear end to the rear end ot' the engine-frame. The draw-bar is consequently subjected to compressi ve instead of tensile strain during the exertion of tractive force in a forward direction by the engine, and is, by the lateral movement of the rear end ot' the engine-trame, inclined in reverse direction to that ot' the center line of the tender. The strain upon the draw-bar has consequently, in passing around a curve, a tendency 4to push the rear end ofthe engine outwardly and the front end inwardly, thus acting to move the engine in the direction ot' IOO the curve and enabling it to follow the sinuosities of the traclI with greatereaseand sal'ety. As shown in Figs. 6 and 7, the front end ofthe draw-bar K is coupled by the king-bolt K to` a casting, Iz, secured tothe front ends of the tender-frames I, and having lower bearings to form a center plate for the truck E. The rear end of the draw-bar is coupled by a pin, kf, to the back bar, D3, of the supplemental engineframes D2. @hating-plates D4 13 are secured to the bar D3 and toa transverse beam, 14, upon the tender-frame, respectively.

The forward-end of the engine may be carried on a four-wheeled truck, as in Figs. l and 2, or on a two-wheeled track, as in Figs. 8 to l2, inclusive; or it may be supported upon a single pair of wheels having no lateral motion, if preferred; or leading-wheels may be wholly dispensed with and the front end of the engine carried by the front pair of driving-wheels. Two, three, or four pairs of coupled wheels may be employed, as shown in Figs. 8, 9, and 1t), respectively, or a greater number, if required, in exceptional cases. The tender may either be supported upon two separate trucks, or its rear end can be supported upon one or more pairs of wheels-so connected to its frame as not to be capable ot' lateral or vibratoryrmotion.

In many instances-as on heavy mountaingrades, or under other exceptional circum- IIO stances-it is impossible to obtain sufficient power from a single engine to perform the duty required, and in such cases two engines are coupled together and attached to the front of the train, or one is attached to the front and the other to the rear or in some other position in the train. The hauling of a train by two engines, sepa-rated one from the other, is attended with liability to accident, for the reason that it is dillicult for themen who run them to communicate one with the other with promptness and certainty. Figs. 11 and 12 illustrate the application ot' my invention to the operation ot' two engines with a single interposed tender. each end ofthe frames I of which and each of its trucks E are connected with the trame-and-spring arrangement of the adjacent engine in the manner hereinbet'ore described. The tender may be supported solely upon the two trucks E D; or intermediate supportingwheels, N N', or a truck may be added, as indicated in dot-ted lines.

I am aware that the combination ot'inside and outside frames was known in a locomotiveengine prior to my invention, and also that a fire-box extended laterally to a width greater than the distance between the wheels was not new at the date thereof. Ido not therefore broadly claim either said combination or said specific device.

l claim as my invention and desire to secure by Letters Patentl. Thecombination,substantiallyassetforth. ot a locomotive-engine, a tender. and a truck or bogie, which is adapted to support a portion of the weight ot' both the engine and tender, and to which the engine and tender are connected with the capacity ot' movement about a pivot or vertical axis upon the truck independently each ot' the other.

2. The combination, substantially as setforth, of a locomotive-engine, a tend-er, and a truck or bogie adapted to support a portion ot' the weight ot' both the engine and tender, these members being combined for joint operation, so that either the engine or the tender, or both, shall h-ave the capacity ot' lateral movement on or in relation to the truck.

3.Thecombination,substantially as setforth, of alocomotive-engine, a tender coupled thereto by a connection which is iiexible both vertically and horizontally, and a truck or bogie which is adapted to support a portion of the weight ot' both the engine and tender.

4. The combination,substantially asset forth, of a locomotive-engine having all its drivingaxles located between the tire-box and the cylinders, a tender coupled thereto, and a truck or bogie which is adapted to support a portion ot' the weight ot' both the engine and tender.

5. The combination substantially asset forth, of a locomotive-engine, a tender, a truck or bogie adapted to support a portion ot the weight ot' both the engine and tender,and mechanism whereby the weight of the engine supported by said truck can be removed or relieved to a greater or less degree therefrom at will during the operation ot' the engine.

6. The combination,substantially as setforth, ot' a locomotive-engine, a tender, a truck or bogie adapted to support aportion ot' the weight of both the engine and tender, and mechanism for varying the load upon the leading truck ot' the engine at will during operation.

7.Thecombination,substantiallyas set forth, of a locomotive-engine, a tender, a truck or bogie adapted to support a portion ot' the weight otl both the engine and tender, and two separate sets of springs bearing upon said-truck, and carrying respectively such portions of the weight ofthe tender and the weight of the engine as are applied to said truck.

S. The combination, substantially as set t'orth, ot' a locomotive-engine, a tender, a truck or bogie adapted to support, through separate sets otsprings, respectively, portions ofthe weight ofthe engine and ot' the tender, and a steam or air cylinder having its piston connected with the springs of said truck, which support the weight ofthe engine, these members beingcombined for joint operation to enable the weight ot' the engine to be removed or relieved in greater or less degree from said springs at the will ofthe operator.

9.Thecombination,substantiallyassetforth, of a locomotive-engine, a tender, a truck or bogie adapted to support portions ot' the weight of the engine and ot the tender, and a steam or air cylinder havingapiston otl substantially dit't'erent areas on its vopposite sides, said piston being adapted to receive pressure either upon its greater area or on both sides, and being connected with the truck which supports part ot' the weight ot' theengine.

l0. The combination, substantially as set forth, ota locomotive-engine, a tender, a truck or bogie adapted to support a portion of the weight ot' both the engine and tender, and equaliziug mechanism between the drivingwheels and said truck t'or transferring weight from the former to the latter, or vice versa.

l1. ln a locomotive-engine, the combination, substantially as set forth, ot' a pair ot' main frames located inside the driving-wheels, a pair of supplemen tal frames located outside the driving-wheels and connected rigidiy to the main frames in advance otthe rear driving-axle, and atire-boxthetbrward portion ot' which is located between the rear driving-wheels, and which is laterally extended in rear thereof to a width greater than the distance between the drivingwheels.

12. In a locomotive-engine, the combination, substantially as set forth, ot' an equalizinglever having one ot' its ends supported upon an axle-box and the other by a spring, which rests upon an adjoining axle-box and sustains the weight carried thereby, and a spring which is connected at its ends to the engine-frame, and which forms a l'ulcrum or bearing for the equaliziug-lever.

13. The combination, substantially as set IOO forth, of a, locomotive-engine, a, tender, and n draw/bar, connected at its rear end to the engine and. ab its front end to the tender, these members being so combined as that', first, the lateral movement of the engine on a. curve will incline lhe draw-bar from its connection with the tender toward the outside of the curve; and, second, that the forward traotive force of the enginewilLinduee a compressive strain on the draw-bar and a tendency to force I l 14. The combination, substantially as set forth, of two locomotive-engines and an interposed tender, each end of which is supported 15 by a truck or bogie adapted to sustain a portion of the weight of the adjacent engine.

v MATTHIAS N. FORNEY.

Witnesses:

J. SNOWDEN BELL, the rear end of the engine outwardly and the FREDK..B. MILES.

front end inwardly in passing around a curvo. 

